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(No Model.)

M. G. FULLER.

LOGOMOTIVE BOILER.

Patented Aug. 14, 1888.-

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UNITED STATES PATENT @rricn.

ll lDllLETON G. FULLER, OF TEN MILE HILL, SOUTH CAROLINA.

LOCOMOTlVE-BGILER.

EPBOIFICA'IION forming part of Letters Patent No. 387,780, dated August 14, 1888.

{No model.)

To rtZZ whom it may concern:

Be it known that I, MIDDLETON G. FULLER, of Ten Mile Hill, in the county of Berkeley and State of South Carolina, have invented certain new and useful lmprovementsin Locomotive-Boilers, of which the following is a full, clear, and exact description.

The object of the invention is to provide certain new and useful improvements in locomotive-boilers, by which the dry steam is supplied to one of the locomotive-engines in case the other engine becomes disabled.

The invention consists of a live-steam pipe for each engine having a throttle-valve, the said valves being detachably connected to a single operating-lever.

The invention also consists of certain parts and details and combinations of the same, as will be fully described hereinafter, and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is a side elevation of the improvement as applied to the boiler, which is shown in section. Fig. 2 is a plan view of the same. Fig. 8 is a sectional elevation of the improvement on the line a: a; of Fig. 1. Fig. 4 isasectional front elevation of part of the improvement on the line y y of Fig. 1, and Fig. 5 is an enlarged sectional side elevation of the lever on the line of Fig. 2.

The locomotive-boiler A, of any approved construction,is provided with the usual steamdome, B, into which extend the two dry-pipes O and D, leading from the said steam-dome to the engines of the locomotive. The two pipes C and D may be separate all the way through, or they may run into a single pipe having a central partition, as shown in Fig. 3. One pipe supplies steam to the cylinder of one engine, while the other pipe only supplies steam to the cylinder of the other engine.

At the ends of the pipes G and D in the steamdome B are held the usual throttle-valves, E and F, respectively secured to the links I and 1, respectively pivot-ally connected with the short arm of the bell-crank levers J and K, respectively connected by their long arms with the rods L and N, which pass through the usual packings in the end plate of the boiler and extend into the cab of the locomotive: The outer ends of the rods L and N are curved toward each other, and are pivotally connected by the bolts 0 and P, respectively, with the throttle-valve lever Q, pivoted in the cab of the locomotive in the usual manner. The bolts 0 and P are placed one above the other, as is plainly shown in Fig. 5, so that both rods L and N have the same leverage on the throttlevalve lever Q.

The operation is as follows: \Vhen the engineer desires to supply both locomotive-englues with steam, he moves the throttle-valve lever Q in the usual manner, so that both rods L and Nare moved longitudinally in the direction of the arrow a, and thereby impart an upward motion, by means of the bell-crank levers J and K, to the links I and I, respectively, which, being connected with the valves E and F, open the latter, thus admitting steam simultaneously and in like quantities to the dry-pipes C and D, connected with the two locomotive-engines. hen the engineer desires to shut oil the steam from both engines, he moves the throttle valve lever Q inward, whereby the two valves E and F again close the upper ends of the dry-pipes O and D. Now, if one of the locomotive-engines becomes disabled by an accident of any kind,the engineer removes the respective bolt 0 or P, which connectsthe respective rod L or N with the valve E or F, so that the throttle-valve lever Q,when moved outward or inward, only acts on one rod L or N, still connected with the lever by the respective bolt 0 or P. The other rod L or N remains stationary, and consequently its valve E or F remains closed. W hen the engineer moves the throttle-valve lever 0 outward, the respective rod L or N is moved in the same manner as above described and opens its respective valve E or F, thus per mitting the steam from the dome B to pass to the respective engine which is not disabled, while the steam is shut oif from the other engine as the respective valve E or F is not operated on. The engineer is thus enabled, in case of an accident on the road, tosupply sufficient steam to one engine to pull the locomotive and its train of cars to the next station or toaside track, thus avoiding delay or blocking of the road.

It will be seen that with one throttle-valve lever the engineer is enabled to supply steam simultaneously to both engines, or to only one when the other engine is disabled.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent-'- 1. The c0n1bination,with aloconiotive-boiler provided with a live-steam pipe for each engine and a throttle-valve for each pipe, of a connecting-rod for each valve, and a single lever to which the said rods are detachably connected, substantially as shown and. described.

2. The coinbination,with twodry-pipesleading to the two locomotive-engines, of valves held at theinner ends of said dry-pipes, bellerank levers connected with the said valves, rods operating on the said bell-crank levers, and a throttle-valve lever, on which the said rods are pivoted at the same distance from the fulcrum-point of the said lever, substantially as shown and described.

3. The combination, with the locomotiveboiler, of the pipes O D, leading from the engines of the locomotive to the steam-d0me,the valves E F in the said pipes, the bell-crank levers J K, the links I 1, connecting the short arms of the bell-crank levers with the Valves, the rods L N, connected to the long arms of the bell-crank levers, and the lever Q, to which the rods L N are detachably connected, substantially as herein shown and described.

4. The combination, with a throttle-valve lever and two bolts held one abovethe other on the said lever, of rods pivoted by the said bolts on the said valve-lever, a valve-lever, bellcrank levers pivotally connected with the said rods, links pivotally connected with the said bell-crank levers, throttle-valves held on the said links, and dry-pipes in which the said valves operate, said drypipes being connected with the two locomotive-engines, substantially as shown and described.

MIDDLETON G. FULLER. Witnresses:

JOHN A. HnR'rZ. J osmrr l. PERRY. 

